Vertical short takeoff and landing apparatus

ABSTRACT

Methods and apparatus for vertical or short takeoff and landing. In one embodiment, the apparatus comprises two or more counter driven rings with one or more airfoils attached. In one variant, there is an upper ring and a lower ring, each with multiple airfoils attached. In one variant, lift is generated largely via ambient air currents, allowing for long term on-station operation of the device.

PRIORITY

This application is a continuation of and claims priority to co-ownedU.S. patent application Ser. No. 13/675,707 filed Nov. 13, 2012 andentitled “METHODS AND APPARATUS FOR VERTICAL SHORT TAKEOFF AND LANDING”,issuing as U.S. Pat. No. 8,979,016 on Mar. 17, 2015, which claimspriority to co-owned U.S. Provisional Patent Application Ser. No.61/560,667 filed Nov. 16, 2011 of the same title, each of the foregoingincorporated herein by reference in its entirety.

COPYRIGHT

A portion of the disclosure of this patent document contains materialthat is subject to copyright protection. The copyright owner has noobjection to the facsimile reproduction by anyone of the patent documentor the patent disclosure, as it appears in the Patent and TrademarkOffice patent files or records, but otherwise reserves all copyrightrights whatsoever.

BACKGROUND

1. Field

The present disclosure relates generally to the fields of aviation andaerospace engineering. More particularly, in one exemplary aspect, thepresent disclosure is directed to methods and apparatus for verticalshort takeoff and landing.

2. Description of Related Technology

A wide range of aviation related applications require flexibility inaircraft movement. Common requirements are vertical or short takeoff,hovering capabilities, and frequent changes in flight vector, etc.Additionally, unmanned aircraft are in high demand for defense or otherapplications (such as drug surveillance or interdiction) in whichdeploying personnel is either too dangerous or impractical given thetask requirements.

It is impossible to design aircraft that meet the needs of everyaviation application. Therefore, having a wide variety aircraft designsutilizing a wide variety of flight systems (e.g. propulsion, takeoff,landing etc) is necessary to match the requirements of a multitude oftasks. However, given monetary constraints, there is a practical limitto the number of aircraft that can be manufactured and dedicated to anyspecific purpose or group. Therefore, it is important that selecteddesigns offer the broadest task flexibility possible, while notoverlapping unduly with aircraft already in widespread use.

Existing solutions for vertical short takeoff and landing (VSTOL)generally either comprise: (i) those driven by a main rotor stabilizedvia a tail rotor (e.g., helicopter), (ii) more traditional airplanedriven by engines or turbines the can be placed in multiple orientations(e.g., V-22 Osprey or Harrier jets), or (iii) small craft dependent onone or more turbines (Multipurpose Security and Surveillance MissionPlatform or SoloTrek Exo-Skeletor Flying Vehicle). While the moretraditional plane designs offer high-top speeds, and increase missionrange/duration via gliding capabilities, these systems are limited inthe speed at which they can accommodate a significant change in flightvector. Thus, these vehicles would be inappropriate for e.g.,low-altitude applications in an urban environment. Conversely,helicopters and smaller turbine based craft lack the capability toremain aloft without expending significant power or fuel resources tokeep their turbines running. Moreover, all of these vehicles have apreferred orientation such that if they become inverted, the craft willhave to be righted before lift capability can be restored.

Unfortunately, modern applications often require both flight throughconfined areas and long on-station dwell or long-range deployment of theaircraft. Moreover, vehicles used in such applications may oftenexperience violent disruptions or turbulence in their immediateairspace. Thus, losing lift capability as a result of environmentalconditions or an unexpected inversion is a significant operationallimitation.

Accordingly, improved solutions are required for VSTOL. Such improvedsolutions should ideally be flexible enough for urban or other confinedarea navigation, be able to generate lift in multiple orientations, andhave suitable on-station dwell and range operational capacity.

SUMMARY

The present disclosure satisfies the aforementioned needs by providing,inter alia, improved methods and apparatus for vertical short takeoffand landing.

In a first aspect, a vertical short takeoff and landing (VSTOL)apparatus is disclosed. In one embodiment, the VSTOL apparatus includesa pair of counter-rotating power rings, each power ring having aplurality of airfoils attached thereto via respective first connectionelements. The VSTOL apparatus further includes an articulation systemhaving a control ring having at least a portion of the plurality ofairfoils attached thereto via respective second connection elements, thecontrol ring configured to rotate with one of the pair ofcounter-rotating power rings; and an articulation apparatus configuredto raise or depress at least a portion of the control ring with respectto the pair of counter-rotating power rings thereby articulating atleast one of the plurality of airfoils. The VSTOL apparatus alsoincludes one or more motors, the one or more motors configured to rotatethe pair of counter-rotating power rings.

In an alternative embodiment, the VSTOL apparatus includes a pair ofcounter-rotating power rings, each power ring having a plurality ofairfoils attached thereto. At least one of the airfoils is configured toalter a physical property of the airfoil during flight, thereby enablingan adjustment of an aerodynamic property of the airfoil.

Other features and advantages of the present disclosure will immediatelybe recognized by persons of ordinary skill in the art with reference tothe attached drawings and detailed description of exemplary embodimentsas given below.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of the lift mechanisms of one exemplaryembodiment of a vertical short takeoff and landing (VSTOL) apparatus inaccordance with principles presented in the disclosure provided herein.

FIG. 1a is a perspective view of the lift mechanisms of a secondexemplary embodiment of a VSTOL apparatus.

FIG. 2 is a perspective view of the VSTOL apparatus of FIG. 1, with adisc-shaped fuselage installed.

FIG. 2a is a perspective view of the VSTOL apparatus of FIG. 1a , with asupport frame for a fuselage attached.

FIG. 3 is a perspective view of the exemplary VSTOL apparatus of FIG. 2,illustrating the articulation of the airfoils thereof.

FIG. 3a is a perspective view of the exemplary VSTOL apparatus of FIG.2a , illustrating the articulation of the airfoils thereof.

FIG. 3b is a side view of a portion of the VSTOL apparatus of FIG. 2a ,illustrating the operation of the airfoils as they rotate past a controlpoint.

FIG. 3c is a perspective view of a portion of a rotating ring withextensible airfoil.

FIG. 4 is a perspective view of one embodiment of the articulationapparatus for articulating the airfoils of the VSTOL apparatus of FIG.3.

FIG. 4a is a detailed perspective view of one embodiment of thearticulation apparatus for articulating the airfoils of the VSTOLapparatus of FIG. 3 a.

FIG. 5 is a perspective view of the articulation apparatus of FIG. 4 inthe fully lowered position.

FIG. 5a is a perspective view of the articulation apparatus of FIG. 4ain the fully lowered position.

FIG. 6 is a perspective view of the articulation apparatus of FIG. 4 inthe fully raised position.

FIG. 6a is a perspective view of the articulation apparatus of FIG. 4ain the fully raised position.

FIG. 7 is a perspective view of an alternative embodiment of a VSTOLapparatus.

FIG. 8 is a perspective view of yet another alternative embodiment of aVSTOL apparatus in accordance with the principles of the presentdisclosure.

FIG. 9 is a perspective view of still another alternative embodiment ofa VSTOL apparatus in accordance with the principles of the presentdisclosure.

FIG. 10 is a functional block diagram illustrating one embodiment of acontrol architecture for the VSTOL apparatus.

FIG. 11 is a side elevation view of one exemplary embodiment of theVSTOL apparatus, showing coordination of the airfoils to generatehigh-pitch lift.

FIG. 12 is a side elevation view of the exemplary embodiment of theVSTOL apparatus, showing coordination of the airfoils to generatenegative lift.

FIG. 13 is a top view of an alternative embodiment of the VSTOLapparatus, showing long, thin (diameter) airfoils.

FIG. 14 is perspective view of one embodiment of the VSTOL apparatus,showing wireless power and two-way data communication via satellite.

FIG. 15 is a perspective view of still another alternative embodiment ofa VSTOL apparatus in accordance with the principles of the presentdisclosure.

FIG. 15a is top perspective view of the embodiment of the VSTOLapparatus shown in FIG. 15.

FIG. 15b is a bottom perspective view of the embodiment of the VSTOLapparatus shown in FIG. 15.

FIG. 16 is a perspective view of yet another embodiment of the VSTOLapparatus.

FIG. 16a is another perspective view of the embodiment of the VSTOLapparatus shown in FIG. 16.

FIG. 17 is a perspective view of one embodiment of the VSTOL apparatusshowing the use of inline riders.

FIG. 18 is a perspective view of the embodiment of the VSTOL apparatusshown in FIG. 16 detailing the restoring forces generated by the shapedwheels and rings.

FIG. 19 is a perspective view of another embodiment of the VSTOLapparatus in accordance with the principles of the present disclosure.

FIG. 19a is another perspective view of the embodiment of the VSTOLapparatus shown in FIG. 19 detailing a means of reorienting the VSTOLapparatus.

DETAILED DESCRIPTION

Reference is now made to the drawings, wherein like numerals refer tolike parts throughout.

Overview

In one aspect, the present disclosure provides methods and apparatus forvertical short takeoff and landing (VSTOL). In one embodiment, theapparatus uses contra-rotating rings (e.g., two) with a plurality ofarticulating airfoils attached at the circumference of each to generatelift. The apparatus can be driven by one or more electric motorssupplied by photovoltaic (solar) cells, one or more battery cells, by acombustion engine (e.g., two-stroke, four stroke, or even turbojet), oralternatively via satellite downlink supplying an electromagnetic (e.g.,microwave range) radiation beam which would each supply power to a drivearrangement that is completely contained within the apparatus.

In another aspect, the aircraft is configured to reduce its motorfunction and use prevailing wind currents to maintain altitude andposition and/or generate lift.

Detailed Description of Exemplary Embodiments

Exemplary embodiments are now described in detail. While theseembodiments are primarily discussed in the context of an unmannedmilitary aircraft, it will be recognized by those of ordinary skill thatthe present disclosure is not so limited. In fact, the various aspectsare useful for vertical short takeoff and landing from in a varietyother contexts. For example, embodiments may be readily adapted for useas remote viewing and/or other sensory aids (e.g., audio, IR, ionizing,radiation, electromagnetic radiation such as wireless communications)for law enforcement, drug interdiction, or private investigators.Similarly, embodiments could be used for opportunistic video equipmentdeployment (sport events, disaster areas, or zones too dangerous forpersonnel such as over high radiation areas).

Furthermore, while the disclosure is discussed primarily in the contextof generating lift in a gaseous fluid medium such as the earth'satmosphere, it will be recognized by those of ordinary skill that thearchitectures and principle disclosed herein could be readily adaptedfor use in other operating environments, such as liquids, with thediscussion using gaseous mediums merely being exemplary.

It will also be recognized that while particular dimensions may be givenfor the apparatus or its components, the apparatus may advantageously bescaled to a variety of different sizes, depending on the intendedapplication. For instance, the disclosure contemplates a small table-topor even hand-held variant which may be useful for e.g., low altitudesurveillance or the like. Likewise, a large-scale variant iscontemplated, which may carry a more extensive array of sensors and evenweapons (such as e.g., Hellfire precision guided munitions or the like),have greater loiter and altitude capabilities, etc. This designscalability is one salient advantage of the apparatus.

Exemplary Apparatus and Operation—

Referring now to FIG. 1, an exemplary embodiment of a lift mechanism 100for a VSTOL apparatus is shown and described in detail. The liftmechanism of FIG. 1 includes two (2) counter driven rings disposed inparallel, including an upper 103 and a lower ring 104. Attached to theupper and lower ring are upper airfoils 101 and lower airfoils 102,respectively. Each of the airfoils generally has a curved shape suchthat it is capable of generating lift while being rotated through thesurrounding air. Accordingly, as the upper and lower rings of themechanism 100 spin, the airfoils create lift (or alternativelydowndraft, or negative lift, depending on the orientation of theairfoils as discussed infra). Each of the airfoils includes a generallycurved or rounded leading edge and a narrower trailing edge portion. Inthe embodiment illustrated, the upper airfoils curved leading edge ispositioned such that the upper rotating ring will generate lift byrotating in a counter clockwise direction (when viewed from above).Conversely, the lower airfoils curved leading edge is positioned suchthat the lower rotating ring generates lift by rotating in the oppositedirection (i.e. clockwise). While a specific configuration is shown, itis appreciated that the leading edges for the upper and lower airfoilscould be reversed such that an opposite rotation (i.e. clockwiserotation for the upper airfoils and counter clockwise rotation for thelower airfoils) will generate lift for the VSTOL apparatus.

Referring now to FIG. 1a , a configuration with four airfoils per ringis shown 110. This configuration allows the lift system to be optimizedwith respect to the shape and scale of the apparatus, although otherairfoil shapes and sizes, and/or number of airfoils may be employeddepending on the desired characteristics).

As the upper and lower rings rotate in opposite directions and areessentially identical in construction (albeit in a reversedorientation), the combined motion of the rings generates no net torqueon the apparatus when the upper and lower rings are rotated at the samespeed. This is useful in that additional rotors, or rotors oriented inan orthogonal orientation (such as that seen in conventionalhelicopters) are not necessary in order to provide counter rotation. Inaddition, by varying the relative speeds of the counter rotating rings,a net torque can be generated, thereby allowing the VSTOL apparatus torotate about a central (vertical) axis, again without necessitating anadditional rotor.

In addition, the multiple rings allow for increased lift capability,because they allow for more points for lift generation. Furthermore, aswill be appreciated later in the specification. The coordination of theupper and lower airfoil elements leads to a synergistic improvement oflift capacity. Considerations related to this coordination of upper andlower airfoils (including ring spacing, airfoil shape, rotational speed,etc.) can aid in effective airfoil/ring design that e.g., maximizesupward lift.

Referring now to FIG. 2, a perspective view of an exemplary embodimentof the VSTOL apparatus of FIG. 1 is shown, with a disc-shaped fuselage201 supported within the rings. This placement of the fuselage withrespect to the rings is effective in that as previously discussed, notorque will be imparted on the fuselage, thereby keeping itsubstantially fixed in orientation during flight. Thus, thecentro-symmetric design allows for a highly agile aircraft, becauseactions such as turning can be performed with effectively a zero radiusand with only minimal power expenditure. For example, a brake (e.g.,frictional mechanism) could be applied to the one or more of therotating rings or a power ring. This would result in axial rotation andturn the aircraft. Furthermore, to tilt the aircraft, the airfoils canbe articulated at control points to increase or decrease the amount oflift they generate. Thus, more or less lift is generated from one sideof the aircraft, and the VSTOL apparatus would tilt. See discussion ofFIG. 3b below.

Referring now to FIG. 2a , a perspective view of an exemplary embodimentof the VSTOL apparatus of FIG. 1a is shown. In this configuration, aframe for supporting a fuselage is shown 220. The upper and lowerportions of the frame are each surrounded by a pair of rotating rings(223 and 224). Each pair of rings is rotated in tandem and, as discussedinfra, are used to control the articulation of the airfoils in someembodiments.

Moreover, the placement of the fuselage in the embodiment of FIG. 2 alsoreduces the strain experienced by the airfoils. Furthermore, the lack ofa central hub or axle increases room for both sensors and cargo (e.g.,munitions).

Another key advantage of this design is that it facilitates anaerodynamic fuselage. The disc shape allows for a large volume whilestill maintaining a relatively small cross-section with respect to thedirection of transverse flight (e.g., laterally). This will lead toreduced power loss due to drag, and a reduced radar cross section (RCS)as discussed in greater detail subsequently herein.

It can also be appreciated that advantages from gear reduction (e.g.,between the output shaft of the drive source, such as a motor or engine,and the drive applied to the rings) can easily be leveraged using thecontra-rotating ring design described herein. In fact, the ringsthemselves can act as the main reduction gears given that the drivesystem of the VSTOL apparatus is located entirely within thecircumference of the rings.

The fuselage comprises in one embodiment the power source (e.g., solarcell, battery, or engine, etc.) and motor(s) to drive the rotation ofthe rings, and to articulate the airfoils. In the illustratedembodiment, the fuselage is designed for unmanned operation, although itcould conceivably house a cockpit for a passenger if the size of theaircraft was sufficient to lift such weights effectively. In either ofthese implementations, a host of weapon or surveillance systems may alsobe housed in the fuselage, again limited by an appropriate size and liftcapacity. Weapons bays may also be internalized within the fuselage (eg, akin to those on the F-22 Raptor) if desired, thereby reducingaerodynamic drag and RCS.

In one embodiment, the fuselage is made from a lightweight compositematerial (e.g., graphite-based or urethane-based using epoxies asbonding agents) for both strength and reduced weight, although othermaterials may be used.

The fuselage may also be adapted to house autonomous navigationequipment, such as a Global Positioning System (GPS) receiver, andcomputerized navigation system. This would be required to varyingdegrees depending on the level of autonomy desired. The fuselage mayalso house a computer configured to control and operate the VSTOLapparatus (i.e., altitude, attitude, pitch of the airfoils, etc.),whether with or without human or other external input. Such a systemmight use an external communication link such as a ground-based orsatellite based wireless link. The fuselage may also house onboardinstruments for navigation e.g. laser ranging systems, electro-optic orIR machine vision, altimeter, radar, gyroscopes, and/or opticalgyroscopes, etc.

In other configurations, all or a subset of the airfoils may have theirpitch adjusted with respect to the rings; e.g., they may rotate aroundtheir axis of attachment to the ring. Using control rings, the variableairfoil pitch can be adjusted allowing for lift control. Referring nowto the perspective view in FIG. 3, the airfoils 301, 302 on theapparatus are shown having been articulated (rotated generally aroundtheir attachment axes—not shown, but described below). Specifically, theupper ring airfoils 301 have been rotated counter-clockwise (when viewedfrom their end), while the lower ring airfoils 302 have been rotatedclockwise. These two rotations provide additional lift for each ring,respectively.

Similarly, FIG. 3a shows the directions of motion and articulation forthe airfoils in the embodiment depicted in FIG. 1 a.

It can be appreciated that in some versions, only the airfoils 301 onthe upper ring (or conversely those 302 on the lower ring) could bearticulated. While in other designs, the airfoils 301 and 302 on boththe upper and lower rings can be articulated.

In one implementation of the VSTOL apparatus (shown in FIG. 3a and FIG.3b ), three control points are used on the control ring 303 (discussedin greater detail below). The control ring rotates with the power ring304; however, it is independent of the power ring's horizontalconstraint (i.e., requirement that the power ring maintain asubstantially fixed horizontal position). When one of the aforementionedcontrol points has been articulated (center arrow in FIG. 3b ), just thecontrol ring moves, changing the pitch of the airfoils (within thatcontrol point's affected area). The other two control points remainfixed (unless they too are actuated or controlled).

FIG. 3c illustrates another embodiment of the exemplary airfoil. In thisembodiment, radially extensible airfoils 350 are used so as to permitthe effective length of the airfoil to change. In one variant, theextensible portion 352 slides outward from within the non-extensibleportion 354, thereby increasing the effective length (and hence liftprovided by) each airfoil. Such extensibility may be desirable for e.g.,changing altitude, operating at different altitudes (i.e., havingdifferent air densities), changing the efficiency of the apparatus,maneuvering, altering the radar cross-section (RCS) of the aircraft,etc. In one implementation, the extension is provided by a rod 356mounted to the inner radius of the extensible portion 352 on one end,and to a retraction/extension mechanism on the other (e.g., a screw orworm drive gear, hydraulic actuator, electromagnetic solenoid, etc.). Inanother variant, one or more springs are used such that centrifugalforce of the rotating rings (and airfoils) tends to pull the extensibleportions 352 outward against spring force, such that greater extension(and lift (is achieved at greater ring rotational speeds. Various otherschemes for controlling the position of the extensible portion 352 willbe recognized by those of ordinary skill given the present disclosure.

Referring now to FIG. 4, a perspective view of an exemplary embodimentof an apparatus for articulating the airfoils 101, 102 is shown and 20described. In this embodiment, the pitch of the airfoils (i.e., anglewith respect to the plane of ring rotation) is controlled via two rods.One rod 401 penetrates radially at the tail of the airfoil, and theother rod 402 penetrates at the front portion of the airfoil. One rod401 is attached to a control element 403 (e.g., control ring) and iscapable of moving up or down with respect to the main 25 rotating ring(FIG. 1, 103 or 104) on which the airfoil is mounted. The second rod 402is attached to a second element 404 (e.g., power ring) disposed interiorof the control ring and which is stationary with respect to the ring onwhich the airfoil is mounted. A slot 408 allows the second rod 402 tomove therein when the control element 403 is moved up or down. In thisfashion, when the control 30 element 403 is moved upward or downwardrelative to the second element 404, the angle of the airfoil decreasesor increases, respectively. The tail of the airfoil 406 is shown in theneutral position in FIG. 4.

It will be recognized that the foregoing functionality may be realizedalternatively by inverting the connections of the rods; i.e., the secondrod 402 may be fixed to the first control element 403, and the first rodto the second element 404, such that the movement described aboveproduces the inverted response (i.e., upward movement increases angle,etc.)

Likewise, the functions of the control elements can be changed. Forinstance, using the configuration shown in FIG. 4, instead ofmaintaining the inner (second) control element fixed and moving theouter (first) element, the outer element 403 can be fixed, and the inner(second) element 404 can be moved up and down.

Moreover, the foregoing functions could be served by the actual rings(103 or 104) as opposed to one or more of the control elements 403, 404.Alternatively, a pair a rings rotating in unison, but free to move withrespect to one another in the direction orthogonal to the rotationalplane, would be able to function as both of the platforms (403 and 404).More detailed descriptions of such embodiments will be provided later inthe specification.

As shown in FIG. 4, several wheels 405 are also used to provide forlow-friction rotation of the two rings position the first platform.

Referring now to FIG. 4a , details of an exemplary configuration of anarticulation system for the airfoils is shown. This system uses the twocontrol rod mechanism shown in FIG. 4. In the embodiment of FIG. 4a ,the articulation system is driven by a stepper motor 409 which turns ascrew thread 410. The screw thread controls the position of two wheels(411 and 412). These wheels then depress or raise the rings they are incontact with. This alters the relative position of the two rings, andarticulates the airfoils.

It can be appreciated that alternatively, the screw thread can be usedto drive mechanics inside the rotating rings. Thus, the airfoils can bepositioned without changing the relative position of the rings.Furthermore, the screw thread and wheel combination can be used toposition localized portions of the rotating rings. Thus, in someembodiments, the airfoils can be positioned independently of oneanother.

In other versions, the first control element moves along the arc of acircle or ellipse or other function to facilitate rotation of theairfoil. The airfoils may also be allowed to translate at least somewhatin the circumferential direction if desired. Such features allow formore fluid positioning.

Referring now to FIG. 5 and FIG. 5a , the tail of the airfoil of FIG. 4is shown in its fully lowered position 501. In FIG. 6 and FIG. 6a , thetail of the airfoil is shown in its fully raised position 601.

It can also be appreciated that the airfoils can comprise flaps, slats,or other extensible control surfaces that can be expanded or contractedto change the shape of the airfoils. The change is shape can be used toreduce or increase the lift achieved through the airfoils. Moreover,deicing can be achieved by altering the shape of the airfoils,potentially loosening built-up ice.

In yet another variant, the airfoils are substantially deformable inshape via internal mechanisms. Unlike the “flap” variant referencedabove (which basically exaggerates the shape of the airfoil by extendingthe tail portion outward so that the leading edge to tail edge distanceincreases), the actual curvature of the airfoil can be alteredmid-flight so that the Bernoulli effect (and/or other aerodynamicproperties) are altered as desired. In one implementation, the outersurface of the airfoils comprises a substantially pliable polymer “skin”laid over a frame, the latter being mechanically deformable in shape byway of one or more articulated joints. Yet other approaches will berecognized by those of ordinary skill given the present disclosure.

Other potential implementations may utilize airfoil flaps that can beextended or retracted to change the shape of the airfoils. Through thisairfoil extension and contraction, the aerodynamic cross-section of theapparatus can be altered to facilitate lift via e.g., ambient aircurrents.

As yet another option, the airfoils may be constructed so as to have achanging pitch/curvature as a function of radial position. For example,in one such variant, the pitch or curvature of the airfoil near the rootabout which it rotates may be one value, while the curvature changes asthe distal (outward) end of the airfoil is approached; i.e., as if onegrasped the end of the airfoil and twisted it so as to distort itsshape. Such varying curvature may provide desired attributes in certainapplications; e.g., greater lift as a function of rotational or angularvelocity.

Referring now to FIG. 7, a top perspective view of the exemplary VSTOLapparatus is, including a support frame comprising three upper supportbeams 701 joined at the top of the apparatus by a substantiallytriangular platform 702. The three upper support beams are connected toa lower triangular support frame 703 via three multi-wheel mounts 704.These wheel mounts allow comprise upper wheels 705 and central 706wheels and lower wheels 711 which run along sets of tracks 707 in theupper 708 and lower rings 709 for allowing the rotating rings to spin,while the frame supporting the fuselage stays stationary.

The exemplary support frame of FIG. 7 is formed of a lightweight alloysuch as a Titanium alloy, although other materials may be used,including polymers (e.g., plastics) or even composites such as carbonfiber composites of the type well known in the aircraft arts.

The configuration of FIG. 7 offers increased structural integrity, whilestill meeting the stringent weight requirements of the VSTOL apparatus.Specifically, such frame-type construction offers high stability withthe adding the cost or weight of full sheets of material. However, itshould be noted that full sheets of material can offer advantages inother areas (e.g. armor, aerodynamic drag, optical or electromagneticshielding, etc.). Hence, while the embodiment of FIG. 7 is illustratedwith only a lightweight support frame, it will also be recognized thateither (i) the frame may be used with a covering or “skin”, (ii) thesupport frame may be minimized (such as by using very rigid materials,with only a central support “triangle” (not shown), with or without askin, or (iii) the skin itself may be used to provide the necessaryrigidity/support for the airframe. For example, the exemplary fuselageshape of FIG. 2 herein may be formed via an outer skin with sufficientrigidity, such as via a strong, lightweight alloy or composite, therebysaving appreciable weight.

As previously noted, the upper and lower rings (708 and 709) used inthis design operate as the platforms for articulating the airfoils (403and 404). This configuration significantly simplifies the articulationprocess. In one variant, each “ring” comprises a pair of rings, whichrotate in unison; i.e., one stationary main ring, and one control ringthat moves perpendicular to the plane of rotation (i.e., up and down).The tail rod 401 of the airfoils is attached to the control ring, andthe forward rod 402 of the airfoils is attached to the stationary ring.The airfoils then will rotate as the control ring moves up and down inthe direction perpendicular to the direction of rotation.

It can be appreciated that more control rings could also be added to theapparatus. Thus, individual airfoils could be attached to individualcontrol rings. This would allow for independent control of each airfoil.However, in many configurations it might be more advantageous to attachairfoils to rings in such a manner that the center of the ring and itspreferred axis of rotation are aligned. This will eliminate unwantedtorque generated from non-ideal rotation. Therefore, it may beadvantageous to control at least a pair of airfoils with each controlring. Conversely, the torques generated from this non-ideal rotationcould be compensated by the complementary contra-rotation of theopposing set of rings.

Other more reductive designs can also be used. In one such exemplaryembodiment, a ring-shaped internal frame is used, such as that of FIG.8. Referring now to FIG. 8, upper and lower exterior wheels 801 and 802run along the top and bottom of the exterior upper 803 and lower 804rings, respectively. The wheels are attached to the internal frame viawheel mounts 805. Interior upper 806 and lower 807 wheels run along theinside of the exterior rings just above and below the upper 808 and 809lower interior rings. Similarly, the exterior and interior rings serveas the platforms 403 and 404 for airfoil articulation.

The ring shaped-frame used in the configuration of FIG. 8 is aneffective pairing with an aerodynamic fuselage. Moreover, thisconfiguration does not define the bounds or contours of the fuselage.Thereby, such parameters can be instead defined by the particular needsof any given fuselage configuration (e.g. weapons/sensor storage,cockpit, drive systems, etc.).

Referring now to FIG. 9, in another configuration, the ring-shapedinternal frame in the previous embodiment is made using an economical,lightweight wire-frame 901. It can be made from a wide selection ofmaterials (plastics, metals, metal-alloys, crystalline materials,fiberglass, etc., or some combination thereof). The ring-shaped internalwire-frame is reinforced with three upper wireframe beams 902 and threelower wireframe beams 903. Using such wireframes, the apparatus can moreeasily meet weight and structural integrity requirements. In addition,wireframe beams are more space efficient than more conventional beams(such as those of FIG. 7). Wireframes can be adapted to housecommunications or surveillance equipment 904. Alternatively, the framecan be co-opted, and serve as a portion of e.g., an RF antenna for acommunications system.

The dark coloration of the rings, airfoils, and frame in the embodimentof FIG. 9 arises from the fact that they are made from (and/or coatedin) a material that is impedance matched to the upper atmosphere tolower the radar signature (RCS) of the apparatus. A number of non-radarreflective or radar absorptive materials could suit this purpose (e.g.ferromagnetic materials or nanoparticle coatings). Furthermore, in someembodiments, the curved features of the VSTOL apparatus are flattenedinto polygonal approximations to reduce diffuse reflections off of thedevice. Thus, radiation is less likely to be reflected back in itsdirection of origin. Moreover, surfaces which would tend to reflectincident radar back to its source or other receiver can be angled orshaped so as to minimize such reflections. For instance, the flat orvertical outer surfaces of the rotating rings can be approximated by twooblique intersecting angled surfaces, as can the outward edge of each ofthe airfoils. In that radar is most likely to impinge in the craft fromthe side (or somewhat below and to the side when the aircraft is ataltitude), these surfaces become most critical.

A wide variety of body styles and purposes would be immediately obviousto one of ordinary skill in the art given the contents of the presentdisclosure.

Referring now to FIG. 10, a second apparatus for the remote operation ofthe VSTOL apparatus is necessary is some implementations.

In the illustrated embodiment, the Control Equipment (CE) comprises awireless transceiver 1004 connected to a user interface 1002, the latterreceiving operator (or computer, as described in greater detail below)inputs for control of the device. The transceiver then relays commandsfrom the interface to a transceiver 1006 located on the VSTOL apparatus,which is in communication with an on-board controller 1008. The wirelesslink may be direct (e.g., LOS or curved propagation via the earth'satmosphere), or alternatively indirect such as via one or more relayentities (e.g., land-based tower(s), not shown, or satellite 1010).

It is also envisaged that forward link and/or reverse link data could betransmitted via extant wireless infrastructure; e.g., via a cellularbase station or femtocell (e.g., eNodeB), Wi-Fi hotspot, WiMAXtransceiver, etc., such that the VSTOL apparatus could be operatedremotely over an existing network such as the Internet.

For a human operated interface, one or more joysticks can be used toinput commands. Joysticks would offer a degree of familiarity that mighthelp operators of other aircraft acclimate to controlling the VSTOLapparatus. To that end, the interface can also be constructed tosimulate a cockpit. In one variant, a user interface and control systemsimilar to that used in the extant Predator and Global Hawk systems isused, so as to permit easy migration between operators/platforms, reduceinventory requirements, etc.

For other potential operators, an interface that comprises a controldevice made to simulate a videogame console controller (e.g. those usedwith Xbox 360, PlayStation 3, Nintendo Wii) might offer a similarlyfamiliar experience.

Accordingly, offering an option among multiple interface designs allowsfor a selection of operators from a larger set of backgrounds, and thusa larger talent pool.

Another important element of the CE is a display. The display showsvideo or other sensor data from “environmental” sensors located on theVSTOL apparatus, which may include for example electro-optic imagers(e.g., CMOS or CCD), IR imagers such as FLIR, electromagnetic sensors,radiation sensors (e.g., ionizing radiation such as neutron, beta orgamma radiation), etc. Additionally, sensors relating to the control ofVSTOL apparatus itself (e.g., pitch, yaw, roll, airfoil angle of attack,ring RPM, airspeed, altitude, etc.) may feed data back to the remote CEso as to provide the operator information necessary to pilot the craft.This allows the remote operator to both control the VSTOL aircraft andreact to the environment surrounding it, even if the operator is not indirect visual contact with the VSTOL apparatus, which is typically thecase.

It can be appreciated that such a display could use a “heads-up” formatto facilitate the display of sensor data and video simultaneously.

In another configuration, the remote human operator could be replacedwith a CE that further comprises a processing entity running a computerapplication configured to operate the VSTOL apparatus autonomously.Locating the processing system for VSTOL apparatus at a remote site hasmultiple advantages. First, the weight associated with the processingsystem would not encumber the VSTOL apparatus. Moreover, the processingsystem would not be exposed to the risk or harsh conditions that mightbe associated with the location of the VSTOL apparatus. Thus, theprocessing system and any data stored thereon would not be lost shouldthe VSTOL apparatus be destroyed or become inoperable. Conversely,locating such processing systems remote to the apparatus introduces aninherent latency between the VSTOL apparatus and the processing system.

It will be appreciated from the foregoing that multiple control systemarchitectures may be employed consistent with the disclosure, including(without limitation):

-   -   1) remote human operator receiving environmental and control        sensor data back from the craft via the wireless link;    -   2) remote human operator receiving environmental data from the        craft, while the craft utilizes autonomous (on board) computer        control for operation;    -   3) remote human operator receiving environmental data from the        craft, while the craft utilizes remote (whether co-located with        the operator, or otherwise) computer control for operation, the        control commands being linked back to the craft via the wireless        interface;    -   4) remote human operator receiving control data from the craft,        while the craft utilizes autonomous (on board) computer control        for environmental sensors;    -   5) remote computer operator receiving environmental data from        the craft, while the craft utilizes autonomous (on board)        computer control for operation; or    -   6) remote computer operator receiving environmental and control        data from the craft for control of the craft's operation and        environmental sensors.

Yet other combinations or variations on the foregoing will beappreciated by those of ordinary skill given the present disclosure.

The VSTOL can also be operated completely autonomously. In an exemplaryembodiment, an on-board processing entity (e.g., controller 1008 of FIG.10) runs a computer program configured to evaluate data supplied byon-board navigation equipment and sensors. The processing entity usesthis data to guide the device along a preplanned flight path; e.g.,using GPS or other fixes as “waypoints” for the flight path. In anothervariant, terrain contour data from e.g., a radio or laser altimeter isused and matched to a preloaded digital terrain map against which thecraft registers to maintain its desired flight path.

It can be envisioned that the processing entity can make determinationsto deviate from the planned flight path based on external events. Forexample, the apparatus can alter its path to continue to follow atracked target or evade a countermeasure or missile. Alternatively, theapparatus can operate semi-autonomously with periodic command updatesbeing sent from a remote CE or on-board computer.

Method of Operation—

In operation, the VSTOL apparatus generates lift by counter-rotating therings and thereby allowing for continuous movement of the airfoils.Through inter alia the Bernoulli Principle, lift is generated.

In one embodiment, the curved shape of the airfoils provides the primarymechanism for lift generation. When the airfoils move through a gas, thegas flows at different speeds over the top and bottom of the airfoil.Specifically, the curvature is such that a gas moving over the top ofthe foil moves faster than that moving under the airfoil. The fastermoving gas is at a lower pressure than the slower moving gas. Thispressure imbalance leads to an upward force on the airfoil. Hence, liftis generated. It can also be appreciated that the leading and trailingedges of the airfoils in the illustrated embodiment may be shaped usinga tear drop model to reduce eddy currents and turbulent flow as theairfoil moves through the gaseous medium.

However, to generate constant lift, the airfoil must move in theappropriate direction through the gaseous medium continuously. Forsituations in which hovering or vertical lift is desired, rotary motioncan provide the continuous movement. However, to generate the torqueneeded to maintain the rotary motion, an equal and opposite torque mustalso be generated. As previously mentioned, conventional rotary wingaircraft use an orthogonally oriented rotor (e.g., tail rotor on ahelicopter) to provide counter rotation force. However, in such aircraftthe motion of the second rotor does not contribute to the generation oflift. Therefore, such a system would have reduced efficiency.

However, the VSTOL apparatus uses rings with attached airfoils that canbe contra-rotated at the same speed such that no net torque is producedby the rings. Thus, both rotors contribute to lift generation andapparatus orientation stability. This increases the lift capability ofthe VSTOL apparatus and conversely its efficiency. Additionally, ifdifferent torques are applied to the rotors, the apparatus can bequickly and efficiently reoriented without a reduction in lift capacity.Notwithstanding, the VSTOL apparatus can be made to rotate around itscentral (vertical) axis by intentionally imparting the aforementionedtorque; e.g., by rotating one ring faster than the other, adjusting thepitch of one ring's airfoils relative to the other, etc.

The apparatus can also be steered through the combined articulation ofthe upper and lower airfoils. Referring now to the side view shown inFIG. 11, the tail of the upper airfoil is place in the fully loweredposition 1101, and the tail of the lower airfoil is in the fully raisedposition 1102. This configuration produces “high-pitch lift.”Conversely, as shown in the side view of FIG. 12, the tail of the upperair foil is in the raised position 1201 and the tail of the lowerairfoil is in the fully lowered position 1202. This configurationproduces “negative lift.”

The VSTOL apparatus can generate horizontal motion by tilting itsorientation with respect to the horizon. Thus, a portion of the forcethat would generate lift if the device were not tilted with respect tothe horizon now generates horizontal motion. This tilting can beachieved in various ways. The apparatus can vary its center of mass byshifting mechanical parts or the contents of the fuselage; e.g., anormally centered mass can be moved, such as via electric motor, to aposition off-center such that the aircraft will tilt downward towardthat direction. In cases where the aircraft is powered by fossil orother fuels, the distribution of the liquid fuel can be varied (e.g.,pumped or allowed to migrate), such as through use of a network ofsmaller, segregated fuel cells, so as to alter the weight distributionof the aircraft as desired. The apparatus can also vary the liftgenerated by the airfoils at different positions. This can be achievedthrough the use of flaps or by altering the orientation, length, or evenshape of the airfoils as previously described.

A key advantage of the VSTOL apparatus is that is can also be operatedin such that it utilizes air currents to generate lift. This leads toimproved performance in both the duration that the apparatus can bedeployed and the range over which it can operate. The disc shape of therings and fuselage aide in overall glide and lift. Therefore, this VSTOLapparatus design is particularly well suited for operation based solelyon air currents.

Lift is also generated in certain conditions by impingement of movingair against the upward or downward tilted airfoil exposed surface. Thisfeature is particularly useful when the apparatus is in “loiter” mode,wherein the rings (and airfoils) are minimally rotating or not rotating,and the VSTOL apparatus is in effect acting somewhat like a kite. Insuch loiter mode, the operator (or onboard/remote computer controller)acts to maintain the attitude of the aircraft at a prescribed angle ofattack relative to the prevailing winds, so as to generate sufficientlift to maintain the craft's altitude.

For extremely long-term operation, the motors/drive system driving therings (and in some cases even articulating the airfoils) are turned off,and the VSTOL apparatus fully depends on air currents for lift andbalance. However, with little more energy usage the pitch, extension,and expansion of the airfoils (as well as the position of aforementioned“centered” mass) can be adjusted to control the lift and balance of theVSTOL apparatus. This increases the flexibility of this operationalmode.

Finally, the motors driving the rings can be placed in a low powerconsumption mode to further assist the ambient air currents in thegeneration of lift. Running the rotors would still lead to significantfuel consumption. However, in an adjustable low power consumption mode,a wide range of air current speeds can be used to assist in thegeneration of lift. In this fashion, effective use of power and fueleconomy can be achieved.

Hovering capabilities and low turning radii allow for operation of theVSTOL apparatus in a crowded airspace, or one with hostilecountermeasures or munitions. For example, operation at low altitude inan urban environment will present numerous obstacles (buildings andpower lines etc.). To avoid these obstacles, traditional fixed wingaircraft would have to travel too slowly to generate sufficient lift andstill negotiate around these obstacles. Thus, the VSTOL apparatus iswell suited for surveillance or tracking missions through such airspace.Similarly, when over hostile territory, the craft can readily “viff” (amaneuver utilized by e.g., Harrier VSTOL pilots to rapidly slow oraccelerate sideways/upwards/downwards using vectored thrust nozzles) soas to avoid an incoming missile, projectiles, other aircraft, etc. Thiscan be accomplished by, in one variant, rapidly shifting its center ofmass to the desired side, or alternatively rapidly changing the pitch ofthe airfoils on one or both rings so as to rapidly change altitude.

Alternate Configurations

Referring now to FIG. 13, in another configuration, longer and narrowerairfoils 1301 are used in place of the shorter airfoils shownpreviously. The airfoils of FIG. 13 are more similar to the blades seenon helicopters or wind farm generating apparatus. As previously noted,the number and shape of the airfoils can be changed to suit therequirements of specific applications. For example, applicationsrequiring longer deployments of the apparatus might use longer, thinnerairfoils (such as those of FIG. 13) and/or in greater numbers toincrease the power efficiency of the apparatus. This is similar toairfoil designs on gliders, extreme endurance aircraft, andhuman-powered airplanes, which use longer, thinner wings thanpowered-flight aircraft.

It will further be appreciated that the illustrated airfoils (whether inthis embodiment or others) may include an intrinsic pitch; e.g., as afunction of radial position or length. For instance, akin to a propelleron a conventional propeller-driven aircraft, the airfoils may besomewhat “twisted” or progressively curved so as to achieve desirableaerodynamic properties such as lift, vortex suppression, greaterefficiency, etc. This pitch is separate from that which is imparted byactual motion (rotation) of the airfoil about its point of attachment aspreviously described herein with respect to, inter alia, FIG. 3.

Referring now to FIG. 14, in some configurations, the VSTOL apparatus ispowered via satellite downlink 1401. The satellite 1402 provides adirected electromagnetic energy (e.g., microwave) beam, which couldcomprise a laser, maser, x-ray laser, or any other directed radiationbeam, to a parabolic dish 1403 (or other rectifying antenna) located onthe VSTOL apparatus. In addition, a two-way communicationsuplink/downlink 1404 could be provided on the same or another band tofacilitate data transfer from the VSTOL device to the same or differentorbital vehicle. The VSTOL apparatus may also include indigenous orremote dish steering capability so as to maintain the dish 1403 lockedonto the satellite beam.

It will also be appreciated that while a parabolic-type dish 1403 isillustrated in the embodiment of FIG. 14, appreciable amounts ofelectromagnetic energy may also be transferred to the craft via adistributed array, such as e.g., a phased array of the type well know inthe art. In such an implementation, an array of antennas may be used toreceive microwave band (or other) electromagnetic energy and convert theincident electricity to electrical power. Similar, high efficiency solaror photovoltaic cells may conceivably used, especially where the craftwill be operating in very sunny climates (e.g., over deserts) andincludes an energy storage means.

Referring now to FIG. 15, FIG. 15a , and FIG. 15b , another exemplaryembodiment of the VSTOL apparatus is shown in a top, side, and bottomperspective views, respectively. In this embodiment, three drive motors1501 run three accompanying main drive wheels 1502. These drive wheelsprovide the torque necessary to rotate the rings with the plurality ofattached airfoils. The three drive wheels are assisted by flat drivewheels 1503, which are oriented perpendicular to the main drive wheels.The use of two sets of wheels increases the maximum torque that can beimparted to the rotating rings. In addition, the perpendicularorientation of the wheel sets helps to ensure the rings rotate about theoptimal axis.

The Figures also shows one embodiment of the complete airfoilarticulation assembly 1504. In this embodiment, a tripod support 1505 isattached to the fuselage support frame 202. The tripod support holds thedrive motors 1501, a satellite dish 1403, and a battery pack 1506 thatstores energy and powers the entire apparatus.

Referring now to FIG. 16, another exemplary embodiment of the VSTOLapparatus is shown. In this embodiment, the wheels 1602 and power rings1604 include slanted planes 1606 to increase contact between the wheeland rings. The higher diameter outer portion of the wheel will undergothe same number of rotations 1608 as the lower diameter inner portion ofthe wheel as it travels along the power ring. The slanted wheel designallows for tailored contact levels with the power ring. For example, insome implementations a bull nose or curved cross-section wheel makescontact with the power ring at a single point. For some high-torquescenarios the bull nose wheel ‘spins out’ rather than imparting moretorque on the power ring. Thus, using the slant and curvature betweenthe wheels and the power rings as a free design parameter allows for thefriction/drag levels in to be referenced to the torque requirements ofthe system, whether statically or dynamically. As to the latter, thepresent disclosure contemplates that for instance the shape orconfiguration of the cross-section of the wheel can be altereddynamically (e.g., via internal control mechanisms), such that greateror lesser contact area is achieved. In low-torque situations, lessercontact may be desirable so as to, inter alia, maximizeefficiency/mitigate frictional losses.

In addition, shaping (e.g. slants, grooves, curves, etc.) of the wheelsand power rings may be used to maintain alignment between them.Referring now to FIG. 17, a flat power ring exemplary embodiment 1700 isshown, the alignment of the system is maintained by inline riders 1702.Tension is applied to the ring by the inline riders to maintain thealignment of the ring. However, the inline riders may serve as a sourceof drag. Because the shaped wheels and rings contribute to maintainingthe system alignment, the reliance on the inline riders may be reduced.In some shaped embodiments, the total drag in the system is lower thanthat of the flat wheel system because of the reduced drag contributionfrom the inline riders. The shaped wheel/power ring pairings may includeslanted planes 1606 as shown in FIGS. 16 and 16 a. Referring to theexemplary embodiment 1600 shown from a perspective view in FIG. 18, therestoring forces 1802 generated by the slanted wheels 1604 and rings1604 keeps the power ring in alignment. However, the VSTOL system is noway limited to these slanted wheel/ring embodiments. One or more seriesof grooves generating a (quasi)-sinusoidal pattern may be used.Similarly, sawtooth or square groove patterns may be implemented.Further, rails may be used to provide both alignment stability andfriction for the drive wheels. Small-scale maglev technology (e.g.rare-earth based) may also be used to maintain alignment on a rail orgroove while providing virtually no drag component.

Referring now to FIG. 19, in a further exemplary embodiment 1900, brakes1902 are added to the individual inline riders 1702. These brakes may beoperated independently to generate increased drag at a specific locationon the VSTOL apparatus. This causes the power ring rotation to slow inreference to the main fuselage. The overall effect is to turn thefuselage in the direction of rotation of the ring to which the brake wasapplied. For example, in a system with two counter rotating power ringsboth turning at 300 rpm, a brake is applied to the upper ring slowing itto 200 rpm. Via conservation of angular momentum, it is known that thefuselage will begin to rotate in the direction of the upper ringrotation. When the fuselage achieves the desired orientation, a brakemay be applied to the lower ring slowing it to 200 rpm. This causes thefuselage to stop rotating. This process is shown in FIG. 19a .Similarly, this turning may be achieved through driving the rings inaddition to braking. From a 300 rpm start, the VSTOL may speed the upperring to 35 rpm (resulting in a turn in the direction opposite therotation of the upper ring) and then drive the bottom ring to 350 rpm tostop. Combinations of driving and braking may also allow turning. Forexample, the VSTOL may brake (drive) one ring to initiate a turn of thefuselage and then drive (brake) the same ring to cease turning. In somecases, constant rebalancing (e.g. by computer or manually) of momentumamong the counter propagating rings may be used to maintain orientationof the fuselage. This may be applied to counter constant small losses ofmomentum in the VSTOL apparatus due to friction/drag.

It will be recognized that while certain aspects of the disclosure aredescribed in terms of a specific sequence of steps of a method, thesedescriptions are only illustrative of the broader methods describedherein, and may be modified as required by the particular application.Certain steps may be rendered unnecessary or optional under certaincircumstances. Additionally, certain steps or functionality may be addedto the disclosed embodiments, or the order of performance of two or moresteps permuted. All such variations are considered to be encompassedwithin the disclosure disclosed and claimed herein.

While the above detailed description has shown, described, and pointedout novel features as applied to various embodiments, it will beunderstood that various omissions, substitutions, and changes in theform and details of the device or process illustrated may be made bythose skilled in the art. The foregoing description is of the best modepresently contemplated of carrying out the principles and architecturesdescribed herein. This description is in no way meant to be limiting,but rather should be taken as illustrative of the general principles ofthe disclosure. The scope of the invention should be determined withreference to the claims.

What is claimed is:
 1. A vertical short takeoff and landing (VSTOL)apparatus, comprising: a pair of counter-rotating power rings, eachpower ring having a plurality of airfoils attached thereto viarespective first connection elements; an articulation system comprising:a control ring having at least a portion of the plurality of airfoilsattached thereto via respective second connection elements, the controlring configured to rotate with one of the pair of counter-rotating powerrings; and an articulation apparatus configured to raise or depress atleast a portion of the control ring with respect to the pair ofcounter-rotating power rings thereby articulating at least one of theplurality of airfoils; and one or more motors, the one or more motorsconfigured to rotate the pair of counter-rotating power rings.
 2. TheVSTOL apparatus of claim 1, wherein two or more of the plurality ofairfoils are configured to articulate between two or more positionsusing the control ring and the articulation apparatus.
 3. The VSTOLapparatus of claim 2, wherein the articulation apparatus interfaces withthe control ring at a top surface thereof via an articulation element.4. The VSTOL apparatus of claim 3, wherein the articulation elementcomprises a wheel.
 5. The VSTOL apparatus of claim 4, further comprisinga fuselage.
 6. The VSTOL apparatus of claim 5, wherein the fuselage isconfigured to house a plurality of sensory equipment.
 7. The VSTOLapparatus of claim 6, wherein the fuselage is further configured tohouse a transceiver apparatus.
 8. The VSTOL apparatus of claim 5,wherein the fuselage is configured to house a transceiver apparatus. 9.The VSTOL apparatus of claim 8, wherein the VSTOL apparatus isconfigured to be remotely operated via at least the transceiverapparatus.
 10. A vertical short takeoff and landing (VSTOL) apparatus,comprising: a pair of counter-rotating power rings, each power ringhaving a plurality of airfoils attached thereto; a control ring havingat least a portion of the plurality of airfoils attached thereto viarespective second connection elements, the control ring configured torotate in unison with one of the pair of counter-rotating power rings;wherein at least one of the plurality of airfoils comprises a radiallyextensible airfoil, thereby enabling an adjustment of an aerodynamicproperty of the airfoil.
 11. The VSTOL apparatus of claim 10, whereinthe plurality of airfoils are attached to the pair of counter-rotatingpower rings via respective first connection elements.
 12. The VSTOLapparatus of claim 10, further comprising an articulation system, thearticulation system comprising: an articulation apparatus configured toraise or depress at least a portion of the control ring with respect tothe pair of counter-rotating power rings thereby articulating at leastone of the plurality of airfoils.
 13. The VSTOL apparatus of claim 12,wherein two or more of the plurality of airfoils are configured toarticulate between two or more positions using the control ring and thearticulation apparatus.
 14. The VSTOL apparatus of claim 12, wherein thearticulation apparatus interfaces with the control ring at a top surfacethereof via an articulation element.
 15. The VSTOL apparatus of claim14, wherein the articulation element comprises a wheel.
 16. The VSTOLapparatus of claim 15, further comprising a fuselage having atransceiver apparatus housed therein; wherein the VSTOL apparatus isconfigured to be remotely operated via at least the transceiverapparatus.